Locking-device control



. May 1927' E. L. GRAUEL LOCKING DEVICE CONTROL Filed Sept. e, 1923 2 Sheets- Sheet 1 Arrow/5K5;

May 31, 1927= L. GRAUEL LOCKING DEVICE CONTROL ATTO/P/Vf/f.

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Patented May 31, 1927.

UNITED stares meats PATENT caries.

EDWIN L. GRAUEL, OF CINCINNATI, OHIO, ASSIGNOR TO THE GRAULCCK COMPANY, OF

CINCINNATI, OHIO, A CORPORATION OF OHIO.

LOCKING-DEVICE CONTROL.

Application filed September 6, 1923. Serial No. 661,276.

My invention relates to locking devices which are to be operated electrically, and to the application of such locking devices to motor vehicles in particular.

In my former application for Letters Patent, Serial No. 599,068, filed November f, 1922, I have set forth and described a mechanism and schematic principle for use in locking device controls, and the present invention is related to the same subject matter.

Briefly reviewing the object of the former invention and the present invention, where in common with each other, it is the provision of a-locking device control which comes into operation to inhibit the use of a desired mechanism, such as an automobile engine, upon the manipulation or other movement of a member which isnormally energized as a necessary step in connection with the said mechanism. The object is also i to associate with such a control, a key or combination lock which must be when in position after having released the inhibitory device, so set that upon the next energization of the necessary member, the inhibition will again come into effect.

As in my former device, the present invention uses, as a particular means of making the inhibition a safe one, a spring con 00 trolled member, electrically energized, which when released will move to inhibiting posi tion, so that to cut the electrical connections, will not avoid the inhibition. Also I use as my electrical circuit a cable in which a number of wires are packed, some of which wires are used in the circuit, but most of which are inserted to greatly increase the difliculty of an unauthorized person testing out the wires which are in fact connected to the apparatus. The essential difference between the present invention and the one above referred to, is that in enforcing a setting of the lock element for running, at the same position which will give locked position, say, upon 4 the throwing off of the ignition, I employ a mechanical trigger, instead of using an electrically locked up circuit.

To explain this more clearly, the inhibiting device in one form of the invention is a valve to prevent entrance of motive fuel to the engine, the direct control is an electromagnet which when energized will remove the valve from fuel blocking position. The necessary element of themechanism which acts as energizer for the control, is the ignition circuit and switch, since the switch must be opened to stop the engine, and closed to start it; The lock is a switch protected by a combination device, or by a necessary key operation.

In my former device as in the present device I used two electro-magnets which had to be operated in a definite series. The circuits from the lock to the magnets were as here enclosed in a cable camouflaged with a large number of extra shorted or open wires.

In the former device the lock first closed the armature of one of the electro-magnets, acting as a relay, which was required to form the circuit, for the valve controlling electromagnet, said last named circuit being established by a further movement of the lock device. Thus when releasing the ignition switch after the full operation of the lock, the valve would drop to closed position, and could not be opened until the lock had been moved through its sequence. a

In the present case, instead of using the relay, I employ a special armature for the valve controlling electro-magnet, which armature cannot move because of a latch, which is formed on the armature of the first electro-magnet. Thus in this case the preparatory step must be followed, as before, but its work is done through a latch, and not an electric circuit. This saves electrical work and labor cost, and the great disadvantage of moving contacts.

As will be noted, I provide'a slow release magnet for the latch, and also I provide for a specific preferred way of inhibiting the fuel flow, which is so arranged that even after the vehicle ignition has been shut off, so long as the engine keeps turning over, the inhibiting valve will float in a partially open position, and the latch device will not drop 1n.

I have not shown the mechanical details fully in the switch locks illustrated in the drawings, but have endeavored to show merely the principles of operation. as only in certain particular points is the deslgn of importance in this invention. Thus among otherthings, I show the ignition switch itself as the magnet circuit control.

I accomplish the objects above set forth and various other advantages to be noted by plunger, and tends that certain construction and, arrangement of parts to be hereinafter more specifically pointed out and claimed.

In the drawings:

Figure 1 is a diagrammatic view of the device as applied to an automobile, showing the same in inhibiting position.

Figure 2is a like view showing the result of operating the combination look without moving the ignition switch.

Figure 3 shows a like View in which the ignition switch has moved through its first step of: movement, the preparatory position.

Figure 4 showsthe ignition switch moved to its full on position to the inhibition release position,

Figures 5, 6, 7 and 8 show the same four steps in operation as applied to a key lock, and of both sets, final movement of throwing off the ignition switch will bring the parts back to the position of Figures 1 and '5 respectively.

Figure =9 is a face view of the key lock device, g

Figure 10 is a diagram of thejcamoufiaged. circuits used. i

Figure 11 is a diagram of the action of manifold currents of engines.

Referring to the drawings, the part illustrated at l'is the manifold end of a carbureter, and the part at 2 is the meeting portion of the manifold, these two parts being secured together in some desired way so as to defy aspeedy separation. .As a

objective in this juncture of ele-.

general ments, it is my desire that it be made harder to get the two flanged connections at-\1 and 2 open, than to take oil the entire manifold and carbureter. i I

Secured in the filler. piece 3, that is secured between the parts 1 and 2 isa nipple or sleeve 4, which is a part of some sort of inaccessible casing, that surrounds the electromagnets and armatures. I have not shown such a casing, asthis will be varied to suit the desires of the manufacturer. Of this method of arranging the lock it should be noted that it will be almost universally applicable to all vehicles in a common design.

The valve 5 is pivoted in the filler piece 3, and has .an arm 6 thereon which is linked 1 by the spring plunger 7 with the electric mechanism. .The spring 8 surrounds the to force it to position to close the, valve. The diagram in Figure 11 shows a pipe A, with a valve 13 and B mounted in the center, a valve C, and C mounted to one side of the center, and a valve D and D mounted to the other side of the center. The valve B, B will pref erably be the one used.

The valves C, C, as. illustrated by the small arrows, stay open,-so long as currents it is to be noted that the.

on the inhibiting valves A. This is which is my pag preferred form. The arrows at B show how the air currents tend to deflect toward the opening exposed by the valve -nearest the engine, but when the valve is closed they tend to -keep it closed. The valve D, D is only slightly off center, and while it will tend to be closed, still when open, the slippage. of air anced in position, as indicated by the arrows impinging on D.

Furthermore when the the action is to continue to suck through the manifold until the last turn over of the fiy-wheel, whereupon there is a compression in one cylinder, which the fiy-wheel cannot overcome. This compression affects the manifold'by a slight blowing back through the samefthereby tending strongly to close the valve such as at C, 0 and also tending to close. the valve at B, B, only not so much so.

I find in fact that the spring device on the plunger is not really necessary, because valve operating magnet. The armature 11 is connected tothe plunger 7 and is drawn to the magnet 10 when current is passed through its coils. The armature 12, which is drawn to the magnet 9 when the same is energized, is pressed by a spring 13, so that it acts as a spring latch. When the armature 11 is in position which it assumes with the valve closed, the arm 12 on this arma ture 12 will be so placed as to :prevent movement of 11 toward valve opening positions (Figures 1 and .2). The armature 11 has a hole in it at 14, however, which clears the arm 12 of the armature 12, when said armature. has been attracted to the magnet 9. J Thus the sequence of operation'is to energiz'egmagnet 9, which will comparatively draw out of the way the latch armature thereof, and then slowly release it, and durthe ignitionnot only takes the current away currents will hold it bal engine is shut off,

ing this release 'to operate the magnet 10,

from the magnet 10, and releases the armature 12, but the armature is then latched against operation, so that turning on the re-open the valve, unless iginition will not the lock is first manipulated.

However, if air currents are -moving through the manifold, and the ignition switch is turned off, the valve does not move fully back, but stays in the position to hold the parts, as illustrated in dotted lines at Figure 4, so that the re-closing of the 1gn1- tion switch will preserve the open position of the valve. This will be further explained, after a description of the circuits.

In Figures 1 to 4, I have shown partially diagrammatic views of a combination plunger controlled lock, in which there is a lock plate 20, the movement of which is prevented by plungers 21. A proper setting of the plungers will, however, permit the plate to be moved by a spring 22, in a slight rotary movement. The selected disk is mounted on a spindle 23, which also carries the operating handle 24 of the ignition switch. The disk has a pin, however, as at 25, which engages in a slot'within the handle 24. The disk springs to one circuit establishing position and is moved by the full throw of the ignition switch to its other circuit establishing position.

I have illustrated the disk as having a contact arm 26, and have shown a contact 27 to the ground, and a contact 28 in the circuit of the magnet 9. Also I show a contact 29 in the'circuit of both magnets,

The magnet 9 is connected by wire 28 to the contact 28, and magnets 9 and 10 have leads to the wire 29 to the contact 29. The

other end of the coil of magnet 9 is connected to the ground.

I have shown the ignition switch as having two terminals, one of which at 30 is connected to the terminal 28, and the other of which at 31 is connected to the battery 32 and thence to the ground. The ignition circuit itself employs the connecting lead 33 between the terminal 30 and the terminal 28, and is indicated at 34.

Terminals 31 and 29 are longer than the others, as \will be noted, resulting in the following operation. Upon the release of the combination lock plate, ,it will spring of itself to a position of bridging, by means of the contact arm 26, the terminals 28 and 29, (Figure 2). The operator then starts to close his ignition switch, with the result of first connecting terminals 30 and 31, and sending a current from the battery through terminal 28, through the magnet and back through terminal 28 'and to the ground, thereby energizing magnet 9 (Figure 3). At this time the ignition circuit will be closed also.

The continued movement of the switch handle will cause it to pick up the pin on the lock disk, disk to locked position, bridging the terminals 28 and 29, and thus by-passing magnet 9, and sending current through terminal 28 to terminal 29, thence through magnet 10,

and to the ground from said magnet. This operates the valves moving armature, and since the magnet 9 releases 1n a retarded and to throw over the lock manner, the trigger or latch will be in position at the time that the armature 12 is operated to free it for operation.. (See Figure 4 for this position). d

When later the operator stops his motor by throwing down the ignition switch handle, he opens the circuit to magnet 10, latch 9 falls in' position and the location of parts will be as in Figure 1.

I have shown in Figure. 10 the method of camoufiaging the circuit noted, namely by packing in with enamel coated wires for the circuits noted additional wires as at 35, which are connected at their ends within the inaccessible casing, so as to establish connections of two, three, and any kind of desired shorts, whereby the thief when testing for circuits among the wires, will'never be able to tell whether he has an operative wire or an inoperative one. Thus if he withdraws one wire from the bundle and tests it with the rest of, the bundle as a mass, and finds a short, he will not be able to tell that he has picked up one of the real circuits or one of the fake circuits.

As to simplicity for the operator, there is but one complication, namely: he must operate the combination lock before he can run his car. The sequence of operations of lock and switch are enforced on the operator, because if he should throw on his ignition first he cannot throw the handle clear over until the lock is released. The lock will always set when the ignition is off the car, however, but if the operator accidentally or thoughtlessly strikes over the ignition switch handle, he can catch himself upbefore the engine stops turning without having to work the lock again. ,2; is believed that evenunder un-nerving conditions the driver can tell at once if his ignition is oif, and the engine ceases firing.

In case of the key lock, the enforcement for preserving the lock in condition to inhibit movement of the car when the igni-' tion is off, is twofold. In the first place the key physically interferes with movement of the switch handle to oft position, and in the next place the lock ejects the key automatically as soon as it is release-d from the hand.

sible casing 40 to be mounted on the dash of a vehicle or elsewhere. in which is a lock formed of rocking spring-pressed plate 41. These plates are controlled by a key I have illustrated a portion of an inacces- 49 to line them up with the notches 43 therein in line, so as to permit a switch bar 44 to fall into the lined up notches.

The ignition switch is formed. with a handle 45 which when the switch is open, lies across the key hole 46 to the lock. I have indicatedihat one of the ignition circuit wires 47 is connected to the switch handle, and have indicated a spring contact 48 which the handle will wipe over when it has been thrown to one side. O

The contacts of the circuit mechanism, I 'h'ave numbered the same as in the first instance. The terminal 28 is the movable one. The terminal 27 to the ground is below t, and the terminal 29 to the-two magnets is above. a

N ormally' the device is in the position of Figure 5 when the ignition switch is off.

The operator in starting his car first throws the ignition handle over to the position shown in Figure '6 which connects battery with terminal 29 and 28, which is held in 1 normal contact therewith. The operator then thrusts in the key 49 moving the lock plates until the switch bar falls carrying the contact 28 into contact with the ground 27. This sets up the circuit through the magnet .2 9, as in Figure 2. He then releasesthe key T 0133', taking a current away from 29 and 28,

Wlll close, and the latch armature the valve will swing down to latching position. The

valve armature cannot move again, until the magnet '9 has again been operated. The particular lock shown is detailed in my application. Serial No. 618,205, filed F ebruary 10, 1923.

here are a wide variety of circuits that can be used in such a mechanism, but the 40 one I have shown when properly camouflaged will thwart any attempts to test it out and operate it, short of enou h time to take the entire carbureter ofi' an manifold OE and replace them with another.

A valve set into the manifold as I have shown, will block any attempts to operate the car.

, t mag tion di ers in operative details from that shown in my former application first above referred to, in the magnet coil arrangements, in the circuit duplication which is avoided, and also the use of moving contacts, and in the confining of manipulated elements to the ignition switch and the lock. The particular combination lock device shown apart from its generic features forms partof anotherapplication for patent.

Havingthus described my invention. what I claim as new and desire to secure by Letters Patent, is

1. In eombination with an operation inhibiting mechanism, of 'electro-magnetic means controlling the same, and comprising a plurality of .electro-magnets, armatures thus be seen that the present inven- .ele'ctro-magnets, an-armature for one of said device, an armature for said 'ma nets, and inter-related locking mechanism etween said armatures, sai locking mechanism being arranged to require operation of one armature to set the device, and subsequent operation of the other to release the inhibiting mechanism.

2. In combination with an operation inhibiting mechanism, of elect'ro-magnetic means controlling the same, and. comprising a plurality of electro-magnets, armatures for said magnets, and inter-related lockin mechanism between said armatures, 'sai locking mechanism being arranged to require operation of one armature to set the device, and subsequent operation of the other to release the inhibiting mechanism, one of the said armatures being directly connected to the inhibiting mechanism.-

3. In combination with an ignition switch,

a lock, electric circuits controlled by the switch and the lock,- a driving inhibiting device compris' a pair at least of mechanisms energized y currents established by said circuits, and means whereby the loc operation establishes one of the circuits, and the switch operation establishes the other of the circuits for said pair.

4. In combination a pair of electro-magnetic devices for controlling a mechanism inhibiting device, a movable member requiring operation to stop and start the mechanism irres ective of the inhibiting device, a lock, an means requiring both an o eration of the lock and an operation 0 the movable member in order to release the inhibiting device, and means for enforcing a locked position of the lock whenever the movable member is in stop position.

5. In combination a mechanism inhibiting device, an ignition switch and circuit for the mechanism, said inhibiting device being operated by the current passing through the ignition switch. and a switch device forthe inhibit-ing device, said latter switch device comprising a lock controlled member, and a member'controlled by the movement of the ignition switch.

6. A mechanism for operating a mechanism inhibiting device comprising a pair of Inn magnets adapted to operate the inhibiting device, an armature for the other electromagnet adapted to block the first armature from movement to non-inhibiting position, and to release it for operation when energized, and means for passing current through the said electro-magnets. v

7. A mechanism for operating a mecha- 'nism inhibiting 'device comprising a pair of electro-magnets, an armature for one of sa1d magnets adapted to 0 rate the inhiblting fbi the other electromagnet adapted to block the first armature from movement to non-inhibiting position, and to release it for operation when ener- 130 gized, and means for passing current through the said eleetro-magnets, the magnet operating the armature secondly mentioned having a retarded releasing action, for the purpose described.

8. An inhibiting device for mechanisms, comprising an ignition switch, a pair at least of electric circuits necessary to be closed and opened in a definite order, a lock device for controlling said pair of electric circuits, and the ignition switch by its movement effecting at least one of the movements necessary in the closing of said circuits in the required order.

9. An inhibiting device for mechanisms comprising an ignition switch for establishing an ignition circuit for the mechanism, and a pair at least of elecrically operated devices for controlling the release of the inhibiting device, each of same requiring the separate closing of an electric circuit, contacts to be bridged in closing said circuits, said ignition switch having means for controlling the bridging of one of said set of contacts.

10. An inhibiting device for internal combustion engines comprising a valve mounted in the manifold end of the carbureter, electro-magnetic means for moving said valve to passage opening position, said valve being so mounted that upon release of the electromagnet means it will not move to passage closing posit-ion until the engine has ceased its revolutions, and means for blocking the movement of the valve to passage opening position until the electro-magnetic means has been operated.

11. An inhibiting device for internal com- 'bustion engines comprising a valve mounted in the manifold end of the carbureter, electro-magnetic means for moving said valve to passage closing position, a spring for moving said valve to passage closing position, upon release of the electroanagnetic means, said spring having insufiicient power to move the valve to closing position until the engine has ceased its revolutions, and a latch forming part of said electro-magnetic means for blocking the movement of the valve to opening position until said electromagnetic means is fully operated.

12. An inhibiting device for internal combustion engines, comprising a valve mounted in the manifold end of the carburetor, electro-magnetic means for moving said valve to passage opening position, said valve being so mounted that upon release of the electro- P S, Qz/

magnetic means it will not move to passage closing position until the engine has ceased its revolutions, said electr0-magnetic means comprising at least two electro-magnets both of which must be operated before the said valve can move to passage opening position.

13. An inhibiting device for internal combustion engines, comprising a valve mounted in the manifold end of the carbureter, means for moving said valve to passage opening position, means for moving the valve to passage closing position when the first mentioned means is out of operation, said last named means being insullicicnt for moving the valve to passage closing position until the engine has ceased its revolutions.

14. An automobile locking device comprising a valve located in the manifold of the automobile engine, said valve being arranged ofi center so as to tend to open with the suction in the manifold and tend to stay open until the suction ceases, an electro magnetic latch, preventing the opening of the valve once it is closed, an electromagnetic means for holding the valve open once it is open, means for applying closing force to the valve, and a necessary driving element of the vehicle, controlled by the operator thereof, and the movement of which to stopping position is so arranged as to release the second noted electromagnetic means, thereby permitting the valve to close when the suction dies down.

15. A locking device for a vehicle having an engine for driving the same, means for preventing the vehicle from being driven, a lock controlled member adapted when the lock is closed to latch the said means in position for preventing the vehicle from being driven, and means whereby the first mentioned means is held in position permitting the vehicle to be operated so long as the engine of the vehicle is in operation.

16. A locking device for a vehicle having an engine for driving the same, means for preventing the vehicle from being driven, a

lock controlled member adapted when the lock is closed to latch the said means in position for preventing the vehicle from being driven, and means whereby the first mentioned means is held in position permitting the vehicle to be operated so long as the engine of the vehicle is in operation, said first mentioned means comprising a valve pivoted ofi' center in the fuel intake of the engine.

EDWIN L. GRAUEL.

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